Combination tie-plate and rail-fastener.



A. HOSMER. COMBINATION TIE PLATE AND RAIL FASTENER- APPLICATION rigaa AUG.23, 913..

Patented Apr. 6, 1915,

2 SHEETQ-SHBET 1.

A. HQSMER. v COIVIBIN ATION TIE/PLATE AND RAIL FASTENER. I

4 APPLICATION FILED AUG .23, I913- Patented Apr. 6, 19115.

EEK-34,4555

2 SHEETS-SHEET 3.

marsh ragmar caries.

ARTEUR HOSMER, or cHIcAea LLINoIs COMBINATION TIE-PLATE AND RAIL-FASTENER.

Specification of Letters Patent.

Patented a e, was.

Application filed August 23, 1913. Serial No. 783,278.

To all @ohom it may concern Be it known that I, ARTHUR HosM m', a citizen of the United States of America, and

a resident of Chicago, county of Cook, andv road construction, both for street railways and for steam roads, and more particularly to rail holding tie-plates adapted to withstand the severe jarring and other destructive forces which are incident to the heavy trafiic now put upon most railroads and especially notable upon trunk lines.

Owing to increasing 'traflic, heavier rolling stock and a growing demand for greater safety and higher economy in the maintenance, there is increasing need for more elfic'ient tie-plates and rail fasteners.

The main objects pf my invention are to provide an improved form vof-rail fastening having'a large gripping surface adapted to hold rigidly to the rail and not work loose in service; to provide an improved form of tie-plate adapted to receive difierent sizes of rails and adapted'to prevent skewing of ,the ties; toprovide a tie-plate of improved form adapted to facilitate alining the rails and adjusting the gage of the track; to provide a tie-plate of this character which shall provide a broad bearing adapted to protect and conserve the life of the ties, and adapted for efiicient fastening to the ties; to provide an improved form of clamping and .locking means for securing the tie-plates t0 the rails, and adapted to compensate for the ordinary variations in rail width incident to manufacture; to provide fastening means of the above character adapted for ready setting upon and release from the rail irrespectively of the tie; to provide an improved form of locking means adapted forsecuring the fastening to the rail and adapted to positively prevent accidental'release of the fastening; toprovide complementary fastening means for the tie-plate arranged to engage opposite flanges of the rail and adapted by mutual setting adjustment to a-line the rails and gage the track; and 'to rovide fastening means such as specified which shall be strong, simple, and durable,

and which may be either. cast or rolled, or

' otherwise suit-ahly 'formed,

to loosen them very rapidly,

' A great portion of railway accidents are caused byf'defects either in track or rolling stock. With the present tendency to increase the weight and speed of-cars and trains, the track, as ordinarily constructed,

is often strained beyond its limit of strength and wrecks are caused thereby. Of these track failures, the majority are caused either directly or indirectly byinsecure fastening of the rails, hence the need of improving upon the tie-plates at present in use, with a view to providing greater strength and security. The vast number of tie-plates necessary to equip a railway system obviously requires that in order to be commercially practical the plate must be of absolutely simple and economical construction and use. It is these conditions and these requirements that I have sought to meet.

The ordinary tie-plates now in use, and each usually consisting of a plain fiat plate perforated for rail holding bolts, screws or spikes at points where the edges of the rail flange will come, are relatively weakened at the critical points where the greatest strength is required. Hence such plates have to be made extra thick and heavy toresist bending at these points. In .my improved plate, instead of holes which-tend to weaken the plate and render extra thickness necessary, I provide lugs on a relatively thin plate, which lugs tend to brace the plate at the edges of the rather thanweaken it. Moreover, ordinary plates-ofler no bracing to resist side thrusts and tipping of the rail, hence on curves it is customary to use separate braces at great expense. My improved plate on the other hand, when the lock and keys are in place, assumes the character of a'truss embracing the rail flanges and having a large flat bearing surface on its under side, and widely separated tie-engaging fastenings, thus conport and brace the any separate braces. are placed ad acent When spikes or screws action at this point tends both to break and whereas by screws at the outer lacin the s ikes or p D p as I have devised for ends of the tie-plates, my improved plate,

practically all spent in the spring of the tie I to the flange of the rail, as with ordinary plates, the severe pumping the pumping action is;

rail, and strengthen and plate, and the spikes being well to one side of the rail are in. large measure relieved cast or punched in the of the wear and tear.- This saves frequent adzing of the ties and re-driving of spikes or screws and correspondingly decreases expense and increases the life of the ties.

Recent practice in heavy and expensive construction for street railway tracks, where the ties have been set in concrete and the rails welded together, has developed great difficulty in effectively securing the rails. I'he lag screws by which the flanges are clamped to the ties pass through. holes in the tie plates .used. These holes must be plate for the stand ard gage used and no provision can be made for practical variations in the Width of the rail flange. Hence, as ordinarily used, there is no certainty of the lag screws touching or engaging the edges or vertical sides of the flange of the rail, and hearing may be only at the point of contact of the head on the upper side of the flange. Moreover, the lag screws commonly used are manufactured Withan umbrella head, and when the head is forced into engagement with the top of the flange of the rail only a point or extremely small surface under the head of the screw bears upon the rail, and thisis soon Worn off by vibration and the rail becomes loose. With my improved flange gripping tie-plate the lock piece, grips the side of the flange of the rail with the full Width of the plate, which may be about 51}- inches, the key bears down on top of the flange of the rail for the same distance,- and the lug on the opposite side about 3 inches, making about 14- inches of bearing or gripping surface engaging the rail. This large gripping contact provides a very secure and perma nent bearing and prevents any movement or wearing loose. Experience has also shown that the lag screws as ordinarily used soon fail, the heads being broken or sheared off by the varying stresses and heavy side thrusts under the action of the heavier cars run at high speed. As soon as the rails become loose they are subject to creeping, and breaking is more frequent. My improved tie-plate is adapted for a most efficient distribution of an adequate number of holding screws or spikes. As the ties and fastenings are normally embedded in and covered by concrete, and paving, the importance of a reliable fastening is apparent. In order to prevent rails from creeping, it has been customary in many cases to attaoh separate anti-creeping devices to the rail flanges, two for each of the rails, at their ends under the joints and two attached at or near the center of the rails for engaging the sides of/the ties, the rails being arranged so that the joints on one side of the trackcorne opposite the centers of the raiis on theother side of the track. With my improved flange-gripping tie-plate I save the expense of separate anti-creeping fasteners masses by imparting this function to the tie-plates. By this means I provide for distributing the creep reslstant'force over all of the ties along the whole length of the rail.

It is well known that a large proportion of steam railway accidents are caused by broken rails. Railway engineers and track experts are becoming convinced and agreed ,that the greater part of these failures are caused by crowding at the joints. It frequently occurs under-"ordinary construction that one or more rails become sufficiently loosened to permit slight creeping. When the advance of the creeping rail is arrested by butting against the end of an adjoining rail which is irresistibly secured, something is sure to give way. Either the rails will be thrown out of alinement, or one of them will break near the end, the latter usually occurring. By my improved rail gripping tie-plate I securely anchor. each rail. to every tie on which it rests and thereby prevent any of the rails from creeping or crowding. My improved fastening is so proportioned in its preferred form and size that the' gripping area by which the rail is secured and held against creeping is substantially nine times as great as is afforded by ordinary spikes or screws in steam road construction. The binding and clamping 'eflect is also more direct and positive. (Jreeping is thus prevented. g

-The specifications for No. 1 steel T-rails permits of an inch variation in the width of the flange, but when the usual tie-plate is perforated for the rail holding spikes or screws no provision is made therein for this variation and the spikes or screws do not therefore ordinarily engage the sides of the flange of the rail. This is a serious defect, for the rocking motion of the train rapidly loosens the fastenings and the plate as ordinarilynsed. With my construction all variations in width of the rail flange are taken up by the revolving lock.

On curves, it is ordinarily necessary to furnish separate braces to bear against the outside of" the outer rail to prevent spreading of the rails or tipping thereof due to the centrifugal force of rapidly moving trains. By using my improved tie-plate the rail is prevented from spreading by the spikes or screws both on the inside andon the outside by the rail, and the rail is prevented from tipping by the broad bearing of the plate to which the rail is securely locked, and by the numerous and Widely separated spikes or other tie engaging means by which the plate is fastened to the tie.

On curves it is necessary to increase slightly the spacing between the rails. I provide for this,.in one form of my improved tieplate, (as in Figure 11) by lateral adjustment of the flange clamping means on the tie-plate without changing practical rail-gripping Experience has generally that owing to the non-resilient'and nonmasses,

the spacing of the tie-plates on the ties. This is important where steel orcomposition ties are used in drillings for the tie-plate bolts or rivets may be used on all of the ties, and in order that the plates may be bolted or riveted to the ties at-the factory or other convenient place before the ties are distributed along the track. I also contemplate providing wedge keys of different thicknesses for use in shift ing, varying and adjusting the gage on curves, relatively thick keys being used on the inner side and thin keys being used on the outer side of the rail in order to increase the gage without any change in the posi tion of the plates or any difference in the shape of the plates or look pieces.

In order to lessen the-cost of plates embodying certain of the principal features of my invention, 1 contemplate forming the lug on one side of the plate to receive the flange of the rail direct, and forming the lug on the opposite side to receive my im proved lock piece and wedge-key. This form is adapted to serve on straighttracks and wherever the gage is uniform,

and particularly where wooden ties are used.

As rolled metal work is stronger and cheaper than castings or forgings, I form and arrange the parts of my improved tie plate so as to facilitate rolling them in long lengths which may then be cut to size ready for use. In order to roll the lugs perfectly trueon the plates and to avoid possible irregularities in the cylindrical inner surface thereof, I first roll the bar in an inverted U-shape with the lugs rolled to their complete and final form thereon, and then straighten out the bar to its final flat form by running through flattening rolls. after which it may be out into tie-plate lengths. Bolt holes may be punched adjacent to the side edges after cutting.

Owing to the increasing scarcity of timber, wooden ties have to some extent been and in all probability will in large measure be displaced by reinforced concrete and steel ties. he steel ties especially require insulation for the tie plates where the rails are used in signal circuits. In connection with myimproved tie-plate eflicient means may readily be provided for securely attaching the 'same to the various kinds of ties, both where insulation is necessary and also where none is needed, but insulation features form no part of this invention and are, therefore, not illustrated.

. Attempts have been made to construct tie-plateshaving'lugs thereon to receive holding wedges arranged to be driven into place longitudinally of the rail directly between the said lugs, and rail. shown, however,

binding characterof iron and steel under order that uniform standard kind to bind securely they should be so 4 formed as to drive approximately 3 inches for every inch of variation of rail width. These conditions tend to make the use of such a fastening not only insecure but too awkward and cumbersome as well as wasteful of material. By my invention I use a different system entirely, and use a locking key and a direct acting large-contact rotary clamping lock which longitudinal "stresses and impacts do not tend to work loose.

The facility and speed with which track secured by my improved fastening may be laid and taken up render the device especially useful in temporary track work, as whereturn-outs and side tracks have to be installed to.'facilitate track renewals or track elevation, and where temporary tracks are required, as to gravel pits, and also for movable tracks as in stone quarries and mines. Where my improved tie-plates are used the plates may remain spiked to the ties and the rails readily released by simply withdrawing the wedge-keys as herein specified. The advantage of the labor saving feature is obvious.

Several illustrative embodiments of this invention are shown in the accompanying drawings in which- Fig. 1 is a perspective view of one form of my improved tie-plate and fastenings sec ured to a rail adapted for street railway service. Fig. 2 is a central cross section through the right end of the tie-plate and adjacent rail flange shown in Fig. 1. Fig. 3 is an end elevation of the rotary lock member shown in Fig. 1. Fig. 4 is a rear elevation of the said rotary lock member showing the side hax'ing. a leverage flange. Fig. 5 is a top plan view of said rotary lock member. Fig. 6 is a perspective view of a modified form of tie-plate and fastenings secured to an ordinary T-rail' adapted for use in steam railroad construction. Fig. 7 is a central cross section through the right end of the tie-plate and adjacent shown in Fig. 6. Fig. 8 is a rear elevation of the rotary lock member shown in Fig. 6. Fig. .9 is a top plan view of the rotary lock membershown in-Fig. 6. vFig. 10 is a front elevation of the Wedge-key shown in Fig. 6.. in its straight forin'ready for use. Fig. 11

tially flat plate or base member 2 and a pairv is a central cross section of another modified form of tie-plate and fastenings and shows a rotary lock member on each side, one of which is shown with the wedge-key in place and the other with the wedgeskey not yet inserted. a

In the construction shown in Figs. 1, 2, 3, 4c, and 5 the tie-plate 1 comprises a substanof upwardly projecting inwardly curved integral lug members extending transversely across the face, symmetrically disposed and spaced apart for receiving the rail. One of these lugs 3 is formed to receive direct one flange 4 of the rail 5, while the other lug 6 is of a modified form adapted to receive and coact with a clamping member or look piece 7 disposed'between the lug and the opposite flange 8 of the rail. The construction shown in these figures is adapted for making from cast metal. The lug 6 is formed with an inner surface 9 of cylindrical shape through an are sufficient to provide a suitable pivot or journal bearing for the lock piece or rotor lock member 7, which has its front or outer surface 12 correspondingly shaped to fit within said lug. The said lockpiece or jaw 7 on its opposite or inner side 13 is of a somewhat concave or longitudinally grooved shape, which side normally faces diagonally downwardly and backwardly toward the rail flange. The lower edge of the concave portion is formed to serve as a shoulder 15 adapted to abut squarely against the outer vertical edge of the rail flange in clamping engagement therewith when the lock is set. The upper portion or flange 16 of the lock piece laps back over the rail flange 8 and is provided with a curved downwardly facing' surface 17 forming part of the said inner side 13 of the lock piece. The surface 17 is preferably of a cylindrical arc shape and is adapted to receive and guide a complementary locking member or actuating wedge key 20, which when driven into place be- ,tween the rail flange 8 and the overlapping arm or leverage flange 16 of the lock piece rotates the latter upwardly and outwardly and forces the lower edge or shoulder 15 into gripping engagement with the rail flange 8. The key engaging flange 16 is formed so that its contact surface 17 is inclined lengthwise corresponding to the pitch of the wedge-key. The lock piece 7 is provided with a pair of transverse shoulders 22 and 23, one at each end, adapted and arranged to abut against opposite ends of the coacting tie-plate lug 6 to prevent longitudinal movement of the lock piece when in use.

I The cylindrical back 12 of the lock piece is transversely hollowed or flattened somewhat along its middle portion 25 to facilitate downward or sidewise insertion of the lock piece into place between the rail flange 8 and the lug 6, said flattened portion or leg-- The body is formedflat on its lower side to lie closely upon the rail flange and is curved substantially cylindrically on its upper side to fit the curved under side 17 of the leverage arm or flange 16. The head 21 is formed at the thick end of the wedge to prevent battering when the wedge is being driven into place and to prevent the Wedge from going in too far as well-as to facilitate withdrawal whenever realinement of the rails or other changes are necessary. The head projects transversely of the body but the, back side is flush with the flat back of the wedge. When the fastening is used for securing a rail for street railway service as illustrated in Fig. 1, the tie-plate and fastenings are usually embedded in concrete which securely holds the wedge-key in place and prevents the key from backing out or working loose. Perforations 26 are provided in the widely separated opposite ends of the plate beyond the lugs for securing the tieplate to the ties by any suitable means. as spikes or lag screws. The upjipr portions of the'lugs 3 and 6, shown in lg. 1, do not extend quite to the opposite edges of the base-plate 2 but are formed with notched or recessed corners as shown at 27. By this construction the lock pieces need not project beyond the edges of the plate 2, the shoulders"2223 bearing against the inwardly disposed ends of the lug 6.

In the construction shown in Figs. 6, 7 8, and 9, a slightly modified form and use of tie-plate are illustrated, adapted especially for steam railroad construction. In this instance the plates 31 are formed and adapted for rolling instead of feasting. The rail holding lugs 32 and 33 are formed to extend across the full width of the tie-plate so that the plates may be rolled in long strips or bars and then cut off in suitable lengths te form tie-plates. With this constructien lock piece 35 is formed and adaptedfor iir sertion lengthwise into place between the lug 33 and the rail flange 36 of a T-rail 37. In

order to permit of'such longitudinal inseradapted to overlap and engage the 'end of the lug 33 when the lock piece has been rotated forward slightly as by action of the wedge-key 40- in clamping the fastenin g 'j,

upon the rail. The opposite sheu-ltler e1" A differential fastenings, may embody either' style of lugs and lock pieces shown in Figs;

preferably formed broad and full as shown in Fig. 6. In order to prevent any possible loosening or accidental withdrawing of the wedge-key 40, which in'this instance is exposed while in service, the tip end is preferably bent up, the under side at the tip be ing beveled as at to-facilitate such'upturning IVhenever it becomes desirable to release the fastening the tip may be readily straightened out and the wedge key withdrawn.

The form of lock piece shown in Figs. 1 to 5, having a pair of similar broad heavy shoulders, is especially adapted for single track roads where the traflic runs both ways over the rails and the end thrusts on the shoulders 22 and 23 due to tendency to creep and to train braking is substantially equal. In the case of one-way trunk lines, on the other hand, especially on steam roads, the thrusts are nearly all in the same direction and the lock piecestresses are nearly all thrown upon the head facing the approach. Hence in such service the lock piece shown in Fig. 6 is suitable, the narrow shoulder 38 being disposed upon the side from which traflic recedes. Obviously the lock pieces 35 may be made both right and left handed respecting the relative position of the shoulders 38 and 41. In all cases the lock piece is formed and arranged for the head of the wedge-key to lie adjacent to the large shoulder 41 and toward the train approach in order that creepage thrusts may always tend to drive the wedge more tightly into place.

In the modified construction shown in Fig. 11, the tie-plate 45 is'formed with a pair of similar lugs 46 and equipped with a pair of corresponding similar lock pieces 47, one on each side of the rail. On the left side the lock piece is in position ready for insertion of a wedge-key. 'On' the right side the wedge-key 48 is in place. By this construction the position of the rail may be varied laterally within certain limits for adjusting the gage by means of adjusting the; wedgekeys. For instance, by partially withdrawing one of the wedge keys and driving the other key in farther, the rail will be moved correspondingly in the direction of the first key, and vice versa. This gage adjusting construction, using a pair of complementary or 1 and 6. The lugs are located symmetrically with respect to the center of the plate and are spaced apart sufliciently to readily permit downward insertion of the base of the rail into place therebetween. The bases of the lugs are all thickened and slope backwardly giving great stiffness and bracing strength both to the lugs and to the plate. This is true both of-the flange engaging lugs or pocket lugs 3 and 32 and of the lock piece As will be seen by referring to Fig. 2 the lug 6 constitutes a rigid pivotsocket and the lock piece 7 constitutes a lever pivoted in said socket and comprising virtually two arms, namely, flange 16 and shoulder 15.

By driving a wedge-key into the s acebetween the rail flange and the lock ange, I obtain a great turning leverage to set the lock for holding the rail tightly in place. Each wedge is preferably formed relatively wide and fiat in order to secure a broad'and substantial bearing surface when it is driven into place.

In building new-track the ties and plates may first be installed and then the rails may be lowered into place with their flanges between the tie-plate lugs whereupon the locks may be set by driving in the wedgekeys and turning up the tips of the wedges. In repairing old tracks where wooden ties are in use, the old plate will be removed, the new plate will be inserted between the ties beneath the rail and lifted up so that the rail flange will lie between the lugs, then the plate will be moved longitudinally of the rail and slid into place on the tie whereupon the lock pieces may be inserted and locked by driving in the keys. The plate may then be bolted or spiked to the tie. If preferred the tie-plate maybe secured to the tie before setting the look. In order to disengage the tie-plate from the rail the wedge-keys are driven back and out and the lock pieces are removed leaving the rail free.

While I have herein shown and particularly described certain embodiments of invention, it is to be understood that no efiort has been made to illustrate all practical forms or uses, and it will be further understood that numerous details of the constructions shown may be altered or omitted without departing from the spirit of this invention as defined by the following claims.

I claim:

1. A combined tie-plate and rail fastening, comprising a base plate, opposing lugs thereon arranged to receive the base of the rail, a leverage member formed and adapted to coact between one of the lugs and the adjacent rail flange and having one part adapted to engage the edge of said rail flange and another part adapted to project over the said rail flange, and a wedge-key adapted to coact between the upper surface of said rail flange and said projecting part to set the fastening, substantially as and for the purpose set forth.

2. A rail fastener comprising a tie-plate one of said means being arranged to engage gral with the said plate and facing inwardly with a locking member toward said adjacent flange, a substantially cylindrical locking bar fitting within the cylindrical inner surface of the said lug parallel with the rail and formed with a longitudinal groove in its under side, one side of said groove being formed as a shoulder to engage the edge of the said adjacent flange, and a wedge key formed for wedging between the said arm and adjacent flange to rotate said bar for forcing said shoulder tightly against the flange.

3. -On a tie-plate, a rail flange fastening comprising an upstanding lug formed integrally with the plate and extending transversely thereupon and parallel with the position for the rail, said lug being cylindrically curved along its inner side facing toward the position for the rail, in combina tion with a cylindrical locking bar formed to fit within the said lug between the inner surface thereof and the adjacent flange of the rail, and projecting somewhat beyond the ends of said lug, said bar being formed with a longitudinal shoulder along its under side for abutting against the edge of the said adjacent rail flange, and with a projecting radial flange extending along the side thereof opposite from the said lug and overlapping the said flange of the rail, said ange having a channel formed along its under side, and a wedge-key adapted to reciprocate within the said channel and adapted for drivin inwardly between the.flange of the rail an the flange of the locking bar to rotate the latter to force said shoulder tightly into gripping engagement with the edge of the said rail flange.

4. In a holding device of the class described, a plate and a lug thereon cylindrically curved along one side and extending transversely of the plate, in combination of substantially cylindrical shape on one side corresponding with that of said lug, and adapted to rotatively oscillate therein, being suitably formed on the opposite side to engage the object to be held and having a leverage projection extending past the said object, and wedging means adapted for drivingbetween the said object and the said projection to rotate the said locking memher into its locking position.

5. In a rail fastener, in combination, a rotary lock piecehaving a shoulder for engaging the edge of the rail flange, a rigid support for said lock piece and means hearing on the rail flange for forcibly rotating loci: piece in said support to set the said shoulder tightly against the rail.

said locking member masses 6. In a rail fastener in' combination, a rotary lock piece ofsnbstantially cylindrical shape and formed with a longitudinal groove and a flange on one side of said groove, a rigid seat arranged to oscillatably piece for driving between the said rail flange and said lock piece flange to rotate the said lock piece to tightly engage the said rail flange. I

7. In a device of the class described, a rotary lock piece having a cylindrical outer srzl-face adapted to seat rotatably in a suita e groove along its underside to receive and abut against the, edge of an adjacent rail flange when the lock piece is duly rotated, and a lateral lever arm thereon arranged to overlap the said adjacent rail flange for rotating said lock piece when a reacting force is applied between said flange and sald arm.

8. In a rail fastener of the class described, a channeled rotary lock piecev in combination with a bearing key formed to reciprocate in a channel of said lock piece to rotate the same.

9. In a rail fastener of the class described, a transversely channeled ro ary lock piece in combination with a bearing seat and a controlling key formed to lie in a channel of said lock piece.

10. In a rail fastener of the class described, a rotary lock piece in combination with a bearing therefor facing diagonally inward and downward toward the flange of the rail and a wedge-key, said lock piece being formed with a downwardly projecting shoulder on its under side for engaging the edge of the rail flange and a laterally projecting shoulder extending inwardly over the rail flange, and said wedge-key being formed to drive rotate the said its said downwardly projecting shoulder tightly against the rail.

11. In a fastener of the character de scribed a substantially fiat plate, an upstanding lug thereon 'cylindrically curved support, and having a longitudinal-- therefor and a wedgebetween the said laterally I projecting shoulder and the rail flange to.

lock for setting same with said lug and V V therein, said 12s the object to be held and inmates saidclamping member into its holding position.

g 12. 'A railway tie-plate of substantially flat formation with a pair of opposing inwardly curved lugs formed integrally there- .on and spaced apart to receive. the base flanges of the rail therebetween, in combiflanges of a rail therebetween, in combination with a pair of rotary locking bars formed to fit between said lugs and the said flanges of the rail, said locking bars each having a shoulder formed thereon to abut against the adjacent edges respectively of the railflange, and wedge-keys arranged to forcibly rotate saidlocking bars to force the said shoulders into gripping engagement with the rail flange.

14. In a rail fastener of the class described, a plate having a pair of fulcrum lugs formed integrally on'its upper side to receive the base flange of a rail therebetween, and having bearing sockets therein, leverage lock pieces having pivotal bearing, one in the socket of each of said lugs, said lock pieces each having a downward arm arranged to engage the edge of the rail fian'ge and a lateral arm arranged to extend over the adjacent rail flange, and wedging means adapted for driving tightly between the said flanges and the said adjacent lateral arms respectively for turning the said lock pieces forcibly'in their sockets to grip the rail.

15. As an article of manufacture, alockpiece consisting of a long narrowbar formed with a cylindrical outersurface on one side and having a longitudinal concave surface on the opposite side, said concave surface being flanked by a shoulder on one side adapted to engage the edge of a rail flange, and a suitably curved shoulder on the opposite side adapted to retaina wedge me'mber, substantially as and for the purpose set forth.

16. As an article of manufacture, a lock piece consisting of a long .narrow bar formed with a cylindrical outer surface on one side, and having a longitudinal concave surface on the opposite side, said con cave surface being flanked by a shoulder on a one side adapted to engage the edge of a.

rail flange, and a suitably curved shoulder on the opposite side adapted to retain a wedge member,=said lock piece having transversely disposed shoulders projecting from said cylindrical surface at opposite ends, substantially as and for the purpose set forth.

17. As an article of manufacture, a lock piece consisting of a long narrow. bar formed with a cylindrical outer surface on one side, and. having a longitudinal concave surface on the opposite side, said concave surface being flanked by a shoulder on one side adapted to engage the edge of a rail flange, and a suitably curved shoulder on the opposite side adapted to retain a wedge member, said lock piece having transversely. disposed shoulders projecting from said cylindrical surface at opposite ends, and formed with said outer surface being between said shoulders, substantially as and for the purpose set forth.

18. As an article of manufacture, a lock piece comprising substantially a longitudinal body portion, and a pair of flanges having adjacent shoulders disposed substantially at right angles, said body member having transversely disposed opposing end shoulders, substantially as and for the purpose set forth. v

19. As an article of manufacture, a lock piece comprising substantially a longitudinal body portion, and a pair of flanges having "ad acent shoulders disposed substantially at right angles, said body member having transversely disposed opposing end shoulders, one of said opposing shoulders being relatively narrow to facilitate longitudinal movement when the lock piece is turned on its longitudinal axis to a certain position, substantially as and for the purpose set forth.

20. In a device of the class described, a

rotative mounting in a suitable support, said lock piece of generally cylindrical shape for lock piece having a longitudinal groove with flange, and'a wedge key adapted for driving between. said lock piece and the top of the rail flange to clamp the fastening upon the rail. i

22. As an article of manufacture, a lock piece comprising substantially a longitudinal body portion, and a pair of flanges havmg adjacent shoulders disposed substam Signed at'Chicago this 18th day of Autially at right angles, the opposite side of mfst 1913.

said body portion being rounded, adapting it to serve as a rotary bearing, and one of 5 said adjacent shoulders being inclined somewhat from one end to the other,.substantially as and for the purpose set forth.

ARTHUR HOSMER.

Witnesses:

FRED M. DAVIS, M. IRENE HUTCHINGS.

copies of thin patent may be obtained {or in cents each, by addressing the Oommls sioner of Patents, Washington, D. G. 

